ICSA Team Race Observer Guide

6/5/2003

by Geoff Becker and Stovy Brown

Decisions

Decisions can and should be given promptly, normally within 10-20 seconds after the request for a ruling. If the decision takes longer, it is usually due to doubt of the umpires about whether a boat broke a rule, in which case the following principles must be applied:

If the umpires are in doubt, they should first go back to the last point of certainty. If the umpires are uncertain whether a situation actually changed or not, they will assume that it has not. For example, if umpires are not sure whether a boat has passed head to wind, they will assume she has passed head to wind.

If the umpires had been certain that a boat was sailing her proper course, but are now not sure if she was still doing so, then they will assume that she still was.

If doubt still remains, the view of the umpire following the boat under discussion might be given additional weight.

There are, however, guidelines in the RRS for deciding some scenarios. For instance rule 18.2(c) (breaking establishing overlaps) specifically states what to do when in doubt.

When a doubt cannot be resolved by applying the above principles, a yellow flag is appropriate, even if a collision is observed.

It is better to dismiss a protest against a boat that has broken a rule than to give an incorrect penalty to a boat that has not broken a rule.

The only time when it may be wise to delay a decision is when the umpires expect the incident to be immediately followed by another. The time and energy required to decide the protest, make the appropriate signals may be better spent watching the development of the next incident.

With good knowledge of the rules, good concentration, good anticipation and good positioning doubt can almost always be avoided.

Whenever giving a yellow for an incident resulting in contact, the circumstances should be analyzed carefully after racing. Somewhere an error has occurred, either in rules knowledge or interpretation by an umpire, by failure in concentration, by bad positioning, or for some other reason. It is important that umpires discuss and learn from such errors; seeking out the competitors' view often helps this process and always helps competitor understanding why the incident was given a yellow flag.

Umpires' Instantaneous Calls

In addition to the "RIGHT - REASON - OBLIGATION - OPPORTUNITY" information passed between the two umpires (Part D 11), there will be a number of moments when an umpire must make an "instantaneous call", like a photograph that freezes a particular moment. These calls must be concise and be made at the exact moment they apply.

The most frequent instantaneous calls will be for:

• Close-hauled (after tacking)

• Starboard/Port (after gybing)

• Head to wind

• Tacking (passed head to wind-changed tack)

• Overlapped

• Proper course (overlap established from clear astern

within two lengths)

• Clear

• Two lengths

• Changing course

Most of these terms are too lengthy to be concise, so umpires can substitute a short and sharp word like NOW (or even DONE) at the appropriate moment. Examples of instantaneous calls could be:

"Close-hauled NOW!" or "Changing course NOW!" or "Two lengths NOW!"

Penalty Signals

A penalty signal consists of two parts -the sound and the flag. The sound signal comes before the flag, for the sound means in effect "The decision is about to be announced".

The flag must inform both competitors and the spectators of the decision, so it must be displayed prominently. It is recommended that the signal be held aloft then pointed at the infringing boat for not less than ten seconds. Umpiring can continue uninterrupted while the flag is being held up. The Umpire should also hail the sail number of the boat that is penalized. Umpires should delay signaling a penalty when the boat to be penalized is approaching a mark and cannot take the penalty before the mark without risk of fouling its opponent or taking action that would severely increase the penalty.

Similarly, if boats are in a tight manoeuver, the boats may appreciate a short delay in the signal.

Mistakes by umpires in displaying flags cannot be corrected. The potential for error can be reduced if the following system is used.

The non-driving Umpire (Umpire 2) is responsible for the procedural requirements of a correct protest.

If the driver (Umpire 1) hears a hail for protest, he shall loudly call, "Protest heard"... or if Umpire 2 hears this he shall say loudly, "Protest heard." When the open hand is shown Umpire 1 calls, "Open hand," and if Umpire 2 hears and sees this he shall loudly say "Protest heard and Open Hand seen".

Umpire 1 then gives his opinion, "Red flag number 12." If Umpire 2 agrees he says, "Agree red flag number 12" and then Umpire 2 whistles and raises the red flag indicating number 12.

If Umpire 2 disagrees, then the umpires should come to a mutual decision within 20 seconds or give a yellow flag for the incident.

Incorrect Competitor Protest or Request Procedure:

This is a common problem in Team Racing

The hail of protest must be made in a manner that clearly allows the protested boat to know that it is being protested. This means the hail must be clearly audible and made toward the protested boat. Failure to do this results in an invalid protest, which if an "Open Hand" is subsequently displayed shall result in displaying a green flag for the incident.

The "Open Hand" must not be displayed before the protested boat has had an opportunity to respond, usually 5-8 seconds. Failure to do this results in an invalid protest and a green flag shall be shown.

Display of an "Open Hand" without proper hail of "Protest" having been made means this is an invalid protest. Display a green flag.

When a teammate calls to a teammate to protest, the gap is normally sufficiently long that the protest is deemed invalid since it is not immediate.

Even though Appendix D does not require green flags when protests are invalid, they do close the incident, which is useful for all concerned.

At the end of the race Umpires should advise competitors of the reason for green flagging such an incident.

Post-race Hearings

The Sailing Instructions direct that hearings on Part 2 of the RRS (except rule 14), or under rules D1, 31.1, 42 or 44, be held immediately after the finish. See SI Paragraph 16 for the details of the procedure.

To make this work, the competitors must stay in the finish area until released by the umpires. This means that the umpires need to confer with the finish boat as soon as possible to understand what hearings may be necessary. See SI Paragraph 17. The boats involved in the hearings must then be asked to remain in the finish area and the hearings must begin promptly.

Explaining Decisions to Competitors

Umpires must be willing and available to explain their calls to the competitors. The time for explanations can be:

Ashore after racing, for example on the dock or at a post-race social event. At an umpires' post-race debriefing meeting, the competitors should be advised of the time and place of these meetings and be invited to attend and hear the explanations.

On the water at the conclusion of the race, experienced team racers usually use this to confirm that their understanding of the rules is the same as the umpires, and therefore the conversation is likely to be quick and civil, starting for instance by the competitor asking, "What did you see?" Less experienced team racers are more likely to want to prove that they were right, and the conversation can easily turn into an argument. In such cases the umpire must avoid getting pulled into an argument and should finish the conversation by advising the skipper, "See us when ashore."

Explanations should be restricted to giving the reason for the call, for example, "We considered you had no need to change course to avoid the port-tack boat. " Any rational discussion on .the applicable rules and "what if?" questions should be answered, but umpires should not enter into any argument concerning the facts. Giving reasons for calls should promote good umpire/competitor relationships, but any head-to-head argument over the correctness of a call will damage those relationships. Informal discussions between competitors and umpires provide a good way of developing the game of team racing, as both parties usually have something to learn from each other. It is important to respect the other party's point of view.

Post-Race Debriefings

Debriefings provide the greatest learning opportunity for umpires and competitors. A short meeting of umpires and competitors at the end of each day's racing should happen at all events. At this meeting, any of the day's problems can be discussed, and umpires who had any interesting or difficult calls can explain the circumstances.

Umpires have an obligation to explain any unusual calls to all competitors and umpires. Telling all competitors and all umpires about a call leads to consistency and learning by all.

A group discussion, using boat models preferably on a magnetic whiteboard, will be of benefit to everybody.

Most skippers and crews appreciate the opportunity to be present at these meetings. Their attendance should be encouraged, as should discussion on calls and differences in opinion.

Whenever two people, umpires or competitors, think that different things happened, they are unlikely to change their minds. We all see things differently, and it is important to bear this in mind. It is important, however, distinguish between differences of opinion relating to what happened (facts) and those involving interpretations of the rules. When there is a difference in opinion as to what happened, it is important cover both possibilities:

If this happens - this is the call... If the other happens - that is the call. ...

Umpires should be prepared to admit any errors quickly and graciously. This increases rather than reduces their respect amongst competitors.

Discussions about how the rules and the Call Book might be improved do not belong in a debriefing. They can, however, be very valuable, and the Chief Umpire may suggest having a chat about it afterwards.

Umpiring Scenarios

A number of the common situations when an umpire will be called upon to exercise his judgment are discussed in this part. More scenarios are covered in the Team Racing Call Book, which umpires should study in detail so they, have no hesitation in making the appropriate decision in those circumstances.

Close-Hauled, Particularly after Tacking

Throughout the racing the umpires will be called upon to decide a close-hauled course. Since this is a subjective judgment, the umpires should watch boats tacking and sailing close-hauled, then discuss and agree on calling close-hauled courses even before the start of the race. Before the starting signal, deciding close-hauled will be necessary only when one or both boats tack, for at this moment, rights and obligations usually change. After the starting signal, it may also be a question of proper course when an overlap has been established from clear astern within two lengths of a windward boat. Note that D1.1 (a) changes RRS 17.2. Finally, a boat taking a penalty while sailing to windward, completes her penalty and regains her rights the instant she returns to a close-hauled course.

Gybing

Pre-start manoeuvering as well as downwind sailing can involve a lot of gybing. As rights and obligations change in an instant the moment the boat changes tack, rule 15 and 16 will regulate the actions of the new right-of-way boat. Instantaneous calls are essential. See the Call Book.

Head to Wind

It is not wise for umpires to attempt to be too strict in their judgment of head to wind, for they can be given false indications such as:

• Jibs can back before a boat is head to wind

• Masthead indicators are influenced by the sway of the mast

• The crew may roll the boat before reaching head to wind

• Wave direction and wind direction may not be the same.

Unless the umpires are very sure, they should rule that a boat has not passed head to wind in concert with the principle of "last point of certainty."

Room to Keep Clear

During pre-start manoeuvering luffing is always allowed when there is space available for the windward boat to respond. Even a quick luff by the leeward boat will be within the rules, provided the windward boat can avoid the leeward boat by manoeuvring promptly in a seamanlike way. The umpires need to consider whether the windward boat initially kept clear, whether there was room available and whether she manoeuvred promptly.

As "initially" also comes into play with rule 15, it becomes a common consideration during the pre-start period, so the umpires must very carefully agree how long "initially" is and when it ends. This could be a topic at the first umpires' meeting.

Fish-tail

The fishtail is a common manoeuvre. A boat clear ahead is fishtailing when bearing away and thereby creating an overlap to windward on the boat that was clear astern. Rule 15 does not apply, as the new leeward boat has acquired right of way by the other boat's actions. It follows that the leeward boat does not have to initially give the windward boat room to keep clear. The umpires need to observe whether the boat clear established an overlap by bearing away, by the trailing boat sailing at higher speed, or a combination of both.

Approaching the Starting Marks

Rules 18.1(a) and 19.2 become considerations when the boats are approaching the starting marks to start. The umpires must agree when this approach has begun.

Close Tacking

Whenever a boat is tacking close to another, the umpire must call the precise moment his boat passes head to wind (changes tack) and the point the tack is complete for the purposes of rule 17.1.

Slam Dunks

A "slam dunk" occurs when two close-hauled boats cross on opposite tacks and the boat ahead, tacks quickly as soon as it crosses its opponent. This puts the tacking boat to windward, with or without an overlap.

The umpires need to establish the overlap relationship between the boats at the moment the tacking boat assumes a close-hauled course in order to know whether the leeward boat will be restricted by rule 17.1.

A good way of achieving this is to have the umpire following the boat on starboard tack to say, "Complete," when his boat assumes a close-hauled course and the other umpire to immediately say, "Clear," if the other boat is clear astern at that point or, "Overlap," if the tacking boat gets an overlap in time. If in doubt the assumption is that the overlap was established from clear astern. The umpires also need to watch closely for any changes of course from the leeward boat while the other boat tacks and immediately afterwards. When a starboard-tack boat slam-dunks, the port-tack boat will not be restricted by rule 15, Acquiring Right of Way, but she will still be restricted by rule 16. The port tack boat in anticipation of the slam dunk may luff sharply after passing astern of the starboard tack boat, then hold her course to prevent the starboard tack boat from completing her tack.

Proper Course

Downwind protests involving proper course are not uncommon. It is therefore essential for the umpires to establish the boats' proper courses as soon as possible after they begin their downwind leg. Many dinghies sail fastest downwind by sailing two broad reaches rather than sailing the rhumb line. Watch what good sailors do when unaffected by other boats.

When the boats are gybing downwind it is also essential for the umpires to be aware of the angle to the next mark (or finish line), as this may dictate when a boat must gybe to avoid sailing above its proper course.

Calling a proper course falls into the same category as head-to-wind and mark touching: accurate judgment can be difficult (and at times impossible), so penalties must be given only when the infringement is clear-cut.

Sailing above Proper Course Downwind

When the boats are sailing close together downwind, the umpires must be aware at all times of the rights to sail above proper course.

These rights can change when, for example, the leeward boat momentarily becomes clear ahead, or gybes. Be aware of a leeward boat performing two quick gybes so as to obtain the right to sail above her proper course.

Should the windward boat get close to becoming clear ahead, the umpires must expect a quick luff from her to break the overlap. When the windward boat bears away again there will soon be a new overlap, and this time it will have been established from clear astern, and the leeward boat must immediately bear away (or gybe) should she be sailing above her proper course. The windward boat does not get any protection from rule 15, and she must keep clear at all times.

This is a scenario where if there is contact a penalty may be imposed on both boats, one for sailing above proper course -the other for not keeping clear.

Overlaps

Careful attention must be given to overlaps, as they are difficult to judge from astern, yet they play an important part in the changing obligations both in the pre-start period and on the course.

Particular attention needs to be given to projecting stern-hung rudders. See the Call Book.

Room at Marks

Room given and taken at marks needs to be closely observed. Room may need to include sufficient space to permit last minute boat handling, and umpires could be justified in ruling that an inside boat which just manages to pass between the mark and her opponent without contact (perhaps just good luck) was not given "the space needed in the existing conditions to round while manoeuvring promptly in a seamanlike way ".

To improve consistency, umpires could discuss the subject prior to each day's racing, as wind and sea state have a bearing on what constitutes adequate "room."

Touching a Mark

Umpires must watch for mark touching, as this is often the subject of protests. However, this has not always got priority when the boats are close together. Before umpires take action under rule 31, there should be no doubt at all that the mark has been touched. If the mark has been touched, the penalty imposed by an umpire, after a valid protest is a 720° turn.

A mark may rock as a boat passes it, whether or not it has been touched; so this must not be used as confirmation that it has been touched.

Room at Continuing Obstructions

As a boat establishes an overlap between another boat and a continuing obstruction such as shallow water, rocks, sea wall, a prohibited area or other boats or vessels, the umpires may be asked to judge if there is room to pass between them at the time the overlap is established.

Room at continuing obstructions is often related to depth of water for which umpires may have no direct information unless they know the particular shore. Umpires should consider that the boat ahead, for tactical reasons, is probably already sailing as close as she believes possible, so if the boat astern establishes an overlap, she is running a serious risk of being penalized.

Damage from Contact

Damage caused to a boat cannot be the reason for giving a red flag, and penalties for damage cannot be imposed during a race. If the umpires think there may have been damage, they should first treat the incident as if there were no damage. If the competitors ask for a decision, the umpires should signal a response based on the assumption that there is no damage. The umpires should always make a note, inspect the boats as soon as possible after the finish, and decide whether to file a protest at that time.

Incidents with a Boat in Another Race

Incidents between one of the boats in the race you are observing and a boat in another race may be protested. All such possible incidents should be watched closely. In incidents where umpires are following both boats concerned, the umpire whose boat has infringed shall signal the penalty .If it is clear that umpires are not following the other boat then the umpire whose boat was involved should signal the penalty. If neither boat is being followed, then the umpire best sighted should signal the penalty and ensure that all the other umpires are aware of the decision. These situations can be very confusing for competitors as it is often unclear which umpire can give a decision. If it is certain that none of the umpires saw the Incident, a green flag must be displayed. When an umpire has witnessed an incident not involving "his" boats and can with certainty make a decision, he should indicate this to the other umpires by raising his arm above his head and then pointing at the infringing boat(s). The important issue here is that the actions of an umpires are not limited to an assigned race or boats.

Gaining an Advantage

Sometimes breaking a rule and either making a voluntary penalty turn or getting penalized leaves a team in a better position than it would have been if a rule had not been broken. In such cases the observers have the option to protest the potentially offending boat under Rule 44.

Observers need to be aware of the combinations at all times on the course so that proper consideration can be given in such Incidents.

Hails & Signals

Rule D2.1(a) as modified by SI 16 requires the hail of "protest to be given immediately. It is reasonable that a hail made later than 10 seconds after an incident should be considered late and given a green flag. If there is an incident, it is reasonable for the umpires to allow a boat to complete any immediate manoeuvre before expecting the boat to hail "protest," as long as they can clearly identify the incident.

Umpires should expect the hail to be clear and should not respond to a tentative one. A crew seriously believing that a rule may have been broken must be expected to leave no doubt that they are seeking a response from the infringing competitor. Similarly there should be no doubt about the raising of an arm with an open hand and hailing "umpire" to request a ruling from the umpires.

Should a second incident occur before the umpires have signaled a decision on the first incident, then the crew must hail "protest" and "umpire" with a raised open hand again, and must unambiguously draw the attention of the umpires to the second protest.

In these cases the umpires must respond to each protest. For example, whistle - red flag, wait 2 seconds, whistle green flag (hailing the number of the boat, pointing at it and if possible giving a very short explanation. "Red flag number 3 at mark… green flag number 6 no infringement."

If a boat is involved in two incidents in quick succession and then makes one protest, the umpire should hail the protesting boat to confirm which incident she is protesting before making a decision. "What are you protesting?" or similar is sufficiently unambiguous.

Taking Penalties

When a boat is penalized, Umpire 2 needs to watch carefully as a boat takes a penalty. A boat taking a penalty shall keep clear of one that is not, so the umpires need to establish when the boat starts and completes the penalty.

When a penalized boat fails to meet a requirement of rule 44 (which could be just one 360 degree turn), she has not taken the penalty .The umpires may then protest her for failing to take her penalty as soon as reasonably possible.